Car-coupling



(No Model.) A 2 Sheets -Sheet 1.

v GAR COUPLING.

Patented July 16, 1895.

INVENTOH E u I E mm wmi 4 2 fi 1 i MN" M E a M 2 Sheets-Sheet 2.

(No Model.) I v A ROOT.

GAR COUPLING. v No. 542,779. Patented July 16, 1895.

UNlTED STATES PATENT OFFICE.

ARTHUR ROOT, OF ALEXANDRIA, VIRGINIA.

- CAR-COUPLING.

SPECiIEICATION forming part of Letters Patent No. 542,779, dated uly 16, 1 895. Application filed July 18, 1894. Serial No. 517,902. (No model.)

To all whom it may concern: Y

Be it known that I, ARTHUR ROOT, residing at Alexandria, in the county of Alexandria and State of Virginia, have invented certain new and useful Improvements in Oar-Couplers, of which thefollowing is a specification.

My invention relates to that class of carcouplers having knuckle-coupling and rotary or swing. lockpin devices; and it has primarily for its object to provide a simplified arrangement of such parts which will possess the required elements of ease of operation, durability, and general efficiency.

It has alsofor its object to provide a coupling of this kindin which the lock-pin is so arranged that it will automatically adjust itself to the locked and unlocked position, and which is so arranged that spring or equivalent devices for returning it to its locked position can be dispensed with.

The invention also has for its object to provide a coupler having a draw-head formed with its mortise or throat held free from spring or other pin rotating or swing devic'e's,wherehy the construction and manufacture thereof will be much simplified, rendered more compact, and of great stability.

With other minor objects in view, which hereinafter will appear, the invention con.- sists of such novel features of construction and peculiar combination of parts as will be first described in detail, and then -,be specifically pointed out in the appended claims, reference being had to the accompanying drawings, in which- Figure 1 is a perspective view of .my improved car-coupling, the same being arranged for use as a passenger-car coupling. Fig. 2 is a horizontal section of two draw-heads coupled together. Fig. 3 is a front View of a passengercar draw-head with the lock.- pin in place. Fig. 4. is an edge view of the knuckle member detached. Fig. 5is a longitudinal section of the passenger-car coupling. Fig. 6 is a detail plan view of a portion of the draw-head. Fig. 7 is a detached view of the coupling or look pin. Fig. 8 is a detail view of the compound acting spring device forthe lock-pin. Fig. 9 is a View showing my improved coupler arranged as a freight-car coupler. Fig. 10 is a longitudinal section thereof, and Fig. 11 is a detail view of the coupling or lock pin for the freight-coupler. v

My improved coupler, when arranged for passenger cars, is substantially -the form shown in Figs. 1, 2, and 5, it having the usual draw-bar section A, which in practice has the usual buffer-spring devices and is mounted under the platform B in the usual manner, in Fig. 1 it being shown somewhat projected beyond the platform for the purpose of more clearly illustrating the manner in which the uncoupling-lever devices can be connected therewith.

The draw-head A has a vertical abuttingface a curved outward at a to form a guide a at one side, the opposite side having inwardly-curved cars a projected to a point he yond the front edge of the guide a whereby a space a is formed to receive the nose of an opposing knuckle-coupling, as will presently more fully appear.

0 indicates the draw-head mortise, which, as shown in Fig. 5, is practically of a height to permit of a free swing therein of the knuckle D, it tapering laterally, as shown in Fig. 2, it ending at one side centrally between the ears a as shown most clearly in Fig. 3, the space between the upper and lower edges thereof and the ears a -being formed into seats a to formsolid bearings for the shoulders d of the knuckle D.

The knuckle member D has a solid pivotal portion d, from which centrally extends rearward a coupling-tongueD, which is held to swing into the mortise C, and shoulders cl at the opposite upper and lower faces thereof, which fitsnugly against the shouldered seats a and serve thereby to materially take off the strain on the pivot-pin E, which secures the knuckle to the ears or of the draw-head. The knuckle D has a vertically-extended hook or coupling-arm D, which is centrally recessed, as at d, and has its end vertically apertured, as at (i whereby it can be coupled with an ordinary link-and-pin coupler when necessary.

As will be noticed, by reference to Fig. 2,

the knuckle members are so formed and ar- IOO that the joint is of such a nature as to allow for a free and easy adjustment of the parts when turning curves. It will be also noticed that by providing a draw-head having a mortise of a height substantially that of the vertical thickness of the tongue D such head will be of increased strength, it also rendering the pivot connection of the knuckle with the head more stable, in that suificient metal is provided between it and the ears a for forming a solid abutment for the shouldered portions of the knuckle, as before stated.

The lock-pin mechanism, which forms an essential feature of my invention in its detail construction, is modified in accordance with the character of the car to which the coupler is applied. In its simplest form it is arranged as shown in Figs. 9 to 11, inclusive. Such construction (which is adapted for use in connection with freight cars) will be presently described in detail. When used as a passenger-car coupling, the lock-pin is constructed as shown in Figs. 2, 5, and 8, by reference to which it will be seen in the bottom, a little to one side. The draw-head has a pinaperture 0, and in the top it has an aligningaperture 0', formed with a wing or extension 0 as shown in Fig. 6. At the top the mortise C has a chamber 0 which forms an upper abutment or shoulder for the pin to bear against, while at the bottom the mortise has a recess (J which inclines downward and in an are from the rear portion, to form a shoulder G which forms the bottom abutment for such pin.

The lock-pin F comprises a pin portion properf, and a wing or look member f, the lower edge of which is tapered, as at'f to reduce its frictional bearing on the inclined bottom of the recess 0 The wingf is of a height sufficient to extend from the bottom of the recess C up into the chamber 0"; but such pin F with the wing is held for a limited vertical movement in its bearings, for a purpose which I shall now describe. Normally the wing portion of the pin projects at an angle forward, until its front edge engages the upper and lower abutment portion of the chamber O and recess 0 at which point it will project in the path of the movement of the tongue D, and in consequence prevent its being drawn out from the mortise, and thereby holding it to a coupled or locked position. Should the tongue D be to its uncoupled position and be swung inward to a coupled position, it will engage the wing f and swing it back until it passes the same, and as such wing in its movement is carried up the incline of the bottom of the recess 0 it follows that the pin F, with its wing, will be raised vertically. After the wing is released from the tongue the weight of the wing will serve to retate the pin backward until the wing passes down the incline and again engages the abutments or stop-shoulders at the front. While such operation of the pin will take place with- 1 out additional means provided therefor, yet for passenger-cars, to render the locking operation positively automatic,I secure to such pin a compound operating-spring mechanism, (shown most clearly in Figs. 3 and 8,) such mechanism comprising a coil-spring G, one end of which is secured to the bottom of the draw-head at g, while the other is secured to a pin g passed transversely through the lower end of the pin F. By this arrangement it will be noticed I obtain a compound action from the spring, in that as the pin F is swung rearward by the tongue D the tensional as well as the torsional strain will be increased, which, so soon as the tongue D passes the wingf,will quickly and positively throw such wing back to its locked position;

By connecting the spring to the pin and draw-head, as described, such spring will also serve to hold the wing down against the in clined bottom, and thereby prevents any possible chance of the wing as it is turned inward from jumping upward in the chamber (3* and entering the wing portion of the opening in the top, through which the wing passes when the pin is first adjusted in position.

For freight-couplers the spring may be dispensed with, and in lieu thereof is Weighted at the bottom by a supplemental portion F, which may be screwed thereon, as shown in Fig. 10. In either case however-4. e., in a passenger or freight couplerthe pin would not-be rendered inoperative should the spring or the weight become detached from the pin.

When used as a freight-coupler the drawhead is sight-1y changed in form, it having the usual bumper-flange, as shown in Fig. 9.

Having thus described my invention, what I claim, and desire to secure by Letters Patent, is-

1. In a car coupling of the kind described, the combination with the draw-head, having a chamber in the upper wall of the mortise, and a recess in the lower wall having a rearwardly and upwardly inclined bottom, and the knuckle member having a coupling arm held to swing rearward and between the chamber, and recess, of a coupling pin held for a partial rotation in its bearings, and haviuga wing member, extended vertically from the bottom of the recess into the upper chamber, and means for automatically holding such wing to abut the front edges of the said chamber and recess and to return it to such position after it has been turned backward by the coupling arm, all arranged substantially as shown and described.

2. The combination with the coupling or knuckle member having an extended arm, and the draw-head having a chamber at the top of its mortise and a recess in the bottom having a rearwardly and upwardly inclined bottom, of a pin held for a partial rotation in its bearings and having a wing member normally held in the path of the aforesaid arm and a combined torsional and tension spring having a chamber O at the top of the mor-' tise, and a recess 0 at the bottom having a rearwardly and upwardly inclined bottom,

and the knuckle coupling member D, all ar ranged substantially as shown, of the pin F having its lower portion extended below the bottom of the draw-head and having a wing member extended vertically across the mortise and held to engage the front wall of the chamber 0 and recess 0 a mechanism, detachably secured to the lower exposed end of the said pin, adapted to turn the pin and arm to the coupled position and means for moving it to the uncoupled position attached to the upper end thereof, as set forth.

4. The combination with the draw-head,

having a recess C in the bottom having an upwardly and rearwardly inclined base, and an upper chamber O and the knuckle coupling member D, of the pin F held to partially rotate in its bearings, and having its lower end projected, said pin having a wing member operating in the recess 0 and chamber 0". with its bottom edge resting on the inclined base of the recess 0 means for movingit to its uncoupled position secured to the upper end thereof, and the coiled spring G disposed about the projected end of the pin, having its upper end secured to the drawhead and the lower secured fixedly to the pin, all substantially as shown and for the purposes described.

In testimony whereof I affix my signature in presence of twowitnesses.

i s ARTHUR ROOT.

Witnesses: AUGUST POHL, GEO. H. ROBINSON. 

